WO2018010544A1 - 汽车发电机控制方法及装置 - Google Patents

汽车发电机控制方法及装置 Download PDF

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Publication number
WO2018010544A1
WO2018010544A1 PCT/CN2017/090475 CN2017090475W WO2018010544A1 WO 2018010544 A1 WO2018010544 A1 WO 2018010544A1 CN 2017090475 W CN2017090475 W CN 2017090475W WO 2018010544 A1 WO2018010544 A1 WO 2018010544A1
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Prior art keywords
battery
power generation
target power
voltage
difference
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PCT/CN2017/090475
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English (en)
French (fr)
Inventor
孙瑞雪
苏庆鹏
赖开昌
曾志新
张安伟
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广州汽车集团股份有限公司
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Application filed by 广州汽车集团股份有限公司 filed Critical 广州汽车集团股份有限公司
Priority to US16/303,155 priority Critical patent/US10714967B2/en
Publication of WO2018010544A1 publication Critical patent/WO2018010544A1/zh

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1446—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/44—Control of frequency and voltage in predetermined relation, e.g. constant ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/038—Limiting the input power, torque or speed
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/0048—Detection of remaining charge capacity or state of charge [SOC]
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0047—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with monitoring or indicating devices or circuits
    • H02J7/005—Detection of state of health [SOH]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0013—Optimal controllers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P2101/00—Special adaptation of control arrangements for generators
    • H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

  • the invention relates to automobile control technology, in particular to a control method and device for an automobile generator.
  • the electric energy required by the automobile is generally provided by an on-board generator.
  • the generator is powered by the engine to generate electricity and power.
  • the vehicle In order to provide backup power, the vehicle is generally provided with a battery, which is charged by the generator.
  • An alternate power source is provided when the power consumption of the generator is large.
  • the inventors found that the prior art has the following drawbacks: the conventional engine management system and the generator cannot adjust the power generation voltage according to the needs, resulting in waste of power generation, increase in fuel consumption of the entire vehicle, and loss of the entire vehicle.
  • the electric battery causes the battery to be deeply discharged, thereby reducing the life of the battery, and failing to realize the on-demand power generation and primary energy recovery of the entire vehicle.
  • the object of the embodiments of the present invention is to provide a method and a device for controlling an automobile generator, which can effectively control the power generation voltage of the intelligent generator according to the current engine/vehicle working condition and the battery working condition of the automobile, thereby efficiently implementing the primary energy of the generator. Recycling.
  • Embodiments of the present invention provide a method for controlling an automobile generator, including:
  • the target power generation voltage is output to control the generator to generate electricity.
  • the method further includes the steps of:
  • the battery aging degree curve correction value obtained by predicting the lowest battery voltage through the preset third mapping table is added to the optimal battery power to obtain the corrected optimal battery power;
  • the difference between the actual battery power and the optimal battery power is taken as the target power generation difference:
  • the difference between the actual battery power and the corrected optimal battery power is taken as the target power generation difference.
  • the controlling the generator power generation according to the target power generation voltage specifically includes:
  • the final target power generation voltage is output to control the generator to generate electricity.
  • the actual battery power and the actual battery temperature are collected by the battery sensor and transmitted through the LIN bus for input.
  • control method further includes:
  • the preset target power generation difference value is set as the target power generation difference.
  • the battery sensor state accuracy includes battery sensor power calculation state accuracy and battery sensor voltage calculation state accuracy.
  • the battery sensor state accuracy satisfies the requirement that the battery sensor power calculation state accuracy is equal to 1 or 2, and the battery sensor voltage calculation state accuracy is equal to 1 or 2.
  • the first mapping table and the second mapping table are maps.
  • the embodiment of the invention provides a vehicle generator control device, which comprises:
  • An input module for inputting the current vehicle speed, actual battery power, actual battery temperature, and engine operating efficiency of the real-time collected vehicle
  • An optimal battery power calculation module calculates an optimal battery power based on the actual battery temperature and the current vehicle speed through a preset first mapping table
  • a target power generation difference calculation module wherein a difference between the actual battery power and an optimal battery power is used as a target power generation difference
  • an output module configured to output the target power generation voltage to control the generator to generate electricity.
  • An optimal battery power correction module configured to add a battery aging degree curve correction value obtained by predicting a minimum battery voltage through a preset third mapping table to the optimal battery power quantity, to obtain a corrected optimal battery power quantity;
  • the target power generation difference calculation module uses the difference between the actual battery power and the corrected optimal battery power as the target power generation difference.
  • the final target power generation voltage output module is configured to output the final target power generation voltage to control the generator to generate electricity.
  • a battery sensor module is also included, which collects the actual battery power and the actual battery temperature and transmits to the input module through a LIN bus.
  • the target power generation difference calculation module is further configured to:
  • the preset target power generation difference value is set as the target power generation difference.
  • the battery sensor state accuracy includes battery sensor power calculation state accuracy and battery sensor voltage calculation state accuracy.
  • the battery sensor state accuracy satisfies the requirement that the battery sensor power calculation state accuracy is equal to 1 or 2; and the battery sensor voltage calculation state accuracy is equal to 1 or 2.
  • the first mapping table and the second mapping table are maps.
  • the automobile generator control method and device disclosed by the present invention obtains the optimal battery power through the actual battery temperature and the current vehicle speed collected in real time, and the difference between the actual battery power and the optimal battery power.
  • the target power generation difference the target power generation voltage is calculated based on the target power generation difference and the engine operating efficiency, and output to control the generator to generate electricity, so that the intelligent power generation can be effectively controlled according to the current engine/vehicle condition of the vehicle and the battery operating condition.
  • the power generation voltage of the machine solves the problem that the prior art cannot adjust the generator power generation voltage according to the needs, thereby optimizing the allocation management of the vehicle energy consumption, contributing to the fuel economy and reducing the consumption, thereby efficiently achieving the primary energy recovery of the generator.
  • the utility model improves the service life of the battery; and the invention can more accurately control the power generation voltage of the intelligent generator and realize precise control of the intelligent generator.
  • Embodiment 1 is a flow chart showing a method of controlling an automobile generator in Embodiment 1 of the present invention.
  • step S12 is a schematic diagram showing the calculation logic in step S12 of the method for controlling an automobile generator in Embodiment 1 of the present invention.
  • FIG. 3 is a schematic diagram of a first mapping table MAP1 used in a method of controlling an automobile generator in Embodiment 1 of the present invention.
  • step S13 is a schematic diagram showing the calculation logic in step S13 of the method for controlling an automobile generator in Embodiment 1 of the present invention.
  • Figure 5 is a diagram showing a second mapping table MAP2 used in a method of controlling an automobile generator in Embodiment 1 of the present invention.
  • Fig. 6 is a control block diagram showing control of an automobile generator control method based on EMS in Embodiment 1 of the present invention.
  • Fig. 7 is a flow chart showing a control method of an automobile generator in Embodiment 2 of the present invention.
  • Fig. 8 is a logic diagram showing the calculation in step S23 of the method for controlling an automobile generator in the second embodiment of the present invention.
  • Figure 9 is a diagram showing a third mapping table MAP3 used in a method of controlling an automobile generator in Embodiment 2 of the present invention.
  • Figure 10 is a flow chart showing a method of controlling an automobile generator in Embodiment 3 of the present invention.
  • Figure 11 is a diagram showing the calculation logic in step S34 of the method for controlling an automobile generator in Embodiment 3 of the present invention.
  • Figure 12 is a block diagram showing the structure of an automobile generator control device in Embodiment 4 of the present invention.
  • Figure 13 is a block diagram showing the structure of an automobile generator control device in Embodiment 5 of the present invention.
  • Figure 14 is a block diagram showing the structure of an automobile generator control device in Embodiment 6 of the present invention.
  • the automobile generator control method of the embodiment can be applied to an automotive electrical system, and in the electrical system, the battery is used as a main power supply device for each electric load in the automobile, and the generator is mainly used for charging the battery.
  • the electrical load in the car can be equipment such as an air conditioner.
  • the battery supplies power to each load of the automobile, and simultaneously detects the working condition of the battery, the engine/vehicle working condition by using the automobile generator control method of the embodiment, and performs calculation according to the acquired detection data to control the power generation.
  • the machine generates electricity to charge the battery.
  • control method includes steps S11 to S14:
  • the actual battery power and the actual battery temperature are collected by the battery sensor and transmitted through the LIN bus for input.
  • the current speed of the car and the efficiency of the engine can be obtained in a common way.
  • V speed is the current vehicle speed
  • T battery is the actual battery temperature
  • SOC act is the actual battery power
  • SOC opt is the optimal battery power
  • DSOC opt is the target power generation difference
  • MAP1 is the preset first map. table.
  • the first mapping table MAP1 is specifically a map for determining the optimal battery power SOC opt by looking up the table, as shown in FIG. 3 .
  • the first map MAP1 takes the actual battery temperature T battery as the abscissa and the current vehicle speed V speed as the ordinate.
  • the optimal power of the battery should decrease with the actual temperature of the battery; the optimal power of the battery should decrease with the increase of the vehicle speed.
  • the optimal battery power of SOC opt is generally set between 75% and 90%.
  • the actual battery temperature T battery and the current vehicle speed V speed are input as data of the map MAP1, thereby obtaining the optimal battery power SOC opt corresponding to the output. Then, the actual battery power SOC act is subtracted from the optimal battery power SOC opt , and the obtained difference is taken as the target power generation difference DSOC opt .
  • the battery sensor state accuracy includes a battery sensor power calculation state accuracy SOC state and a battery sensor voltage calculation state accuracy SOFV state .
  • the battery sensor state accuracy meets the requirement that the battery sensor power calculation state accuracy SOC state is equal to 1 or 2 (2 is the highest precision state) and the battery sensor voltage calculation state accuracy SOFV state is equal to 1 or 2 (2 is the highest precision state) ).
  • control method further includes:
  • the preset target power generation difference difference value DSOC set is set as the target power generation difference DSOC opt , that is:
  • DSOC opt DSOC set .
  • E engine is the engine working efficiency
  • DSOC opt is the target power generation difference
  • V set is the target power generation voltage
  • MAP2 is the preset second mapping table.
  • the second mapping table MAP2 is specifically a map for determining the target power generation voltage by looking up the table, as shown in FIG. 5.
  • the second mapping table MAP2 takes the target power generation difference DSOC opt as the abscissa and the engine operating efficiency E engine as the ordinate; according to the physical characteristics of the generator: the difference in the optimal battery amount (ie, the target power generation difference) DSOC opt ) increase the motor power generation voltage should show a downward trend; with the engine operating efficiency E engine increase the motor power generation voltage should show an upward trend.
  • the generator target power generation voltage is generally set between 12.5V and 15V.
  • the target power generation difference DSOC opt and the engine operating efficiency E engine are input as data of the map MAP2, thereby obtaining a target power generation voltage Vset corresponding to the output.
  • the calculated target power generation voltage Vset is sent to the generator as a control command, and the generator is controlled to operate and the battery (battery) is charged.
  • the automobile generator control method of the present embodiment can also implement control based on an existing engine management system (EMS).
  • EMS engine management system
  • the system control block diagram of the automobile generator control method of the present embodiment by using the EMS is as shown in FIG. 6.
  • the automobile generator control method disclosed in the embodiment obtains the optimal battery power by the actual battery temperature and the current vehicle speed collected in real time, and the difference between the actual battery power and the optimal battery power is taken as the target power generation difference, and then based on the The target power generation difference and engine operating efficiency are calculated to obtain the target power generation voltage and output to control the generator to generate electricity. Therefore, the power generation voltage of the intelligent generator can be effectively controlled according to the current engine/vehicle operating conditions and battery operating conditions of the vehicle, and the vehicle energy is optimized. Consumption allocation management contributes to fuel economy and consumption reduction, thereby efficiently achieving primary energy recovery of the generator and improving the service life of the battery.
  • control method includes steps S21-25:
  • the battery aging degree curve correction value obtained by predicting the lowest battery voltage through the preset third mapping table is added to the optimal battery power, to obtain the corrected optimal battery power, and the actual battery power is obtained.
  • the difference between the corrected optimal battery power is used as the target power generation difference;
  • V speed is the current vehicle speed
  • T battery is the actual battery temperature
  • SOC act is the actual battery power
  • SOC opt is the optimal battery power
  • DSOC opt is the target power generation difference
  • MAP1 is the preset first map.
  • Table, MAP3 is the preset first mapping table
  • SOFV predicts the lowest battery voltage for the battery sensor EBS.
  • the battery aging degree curve is corrected for the output optimal battery power SOC opt .
  • the optimal battery power SOC opt and the predicted minimum battery voltage are output.
  • the SOFV adds the battery aging degree curve correction values obtained by the preset third mapping table MAP3, thereby obtaining the corrected optimal battery power SOC opt and then subtracting from the actual battery power SOC act , and obtaining the difference as the target.
  • the power generation difference is DSOC opt .
  • the third mapping table MAP3 is specifically a curve correction map for correcting the battery aging degree curve by looking up the table, such as Figure 9 shows.
  • the actual battery power and the actual battery temperature are obtained by the battery sensor EBS.
  • the third mapping table MAP3 predicts the lowest battery voltage SOFV as the abscissa with the battery sensor EBS, and the ordinate indicates the corrected value of the corresponding battery aging degree curve.
  • the step of correcting the battery aging degree curve for the optimal battery power SOC opt is added, and the corrected optimal battery power SOC opt is calculated as the input amount of the subsequent step, so that the final output result is more Precision.
  • FIG. 10 a schematic flowchart of a method for controlling an automobile generator in Embodiment 3 of the present invention.
  • the control method includes steps S31-35:
  • S31 input real-time vehicle speed, actual battery power, actual battery temperature, and engine working efficiency
  • control method of the present embodiment further increases the step of limiting the target power generation voltage, thereby obtaining the final target power generation voltage, and controlling the generator power generation based on the final target power generation voltage.
  • V set as a target generated voltage V max is a predetermined maximum target voltage
  • V min is a preset minimum target voltage
  • V out is the final target power generation voltage
  • MAP4 preset limit adjustment formula V set as a target generated voltage
  • the target power generation voltage V set , the preset maximum target voltage V max , and the preset minimum target voltage V min are input into a preset limit adjustment formula MAP4, thereby obtaining a final target power generation voltage V out after adjustment. .
  • the control device includes an input module 41, an optimal battery power calculation module 42, a target power generation difference calculation module 43, a target power generation voltage calculation module 44, and an output module 45, wherein:
  • the input module 41 is configured to input the current vehicle speed, the actual battery power, the actual battery temperature, and the engine working efficiency of the real-time collected vehicle.
  • the embodiment further includes a battery sensor module that collects the actual battery power and the actual battery temperature in real time and transmits the same to the input module 41 through a LIN bus.
  • the optimal battery power calculation module 42 calculates an optimal battery power based on the actual battery temperature and the current vehicle speed and through a preset first mapping table (specifically, a map for determining the optimal battery power by looking up the table);
  • the target generated power difference calculation module 43 takes the difference between the actual battery power and the optimal battery power as the target power generation difference.
  • the target power generation difference calculation module 43 is further configured to:
  • the preset target power generation difference value is set as the target power generation difference.
  • the battery sensor state accuracy includes battery sensor power calculation state accuracy and battery sensor voltage calculation state accuracy.
  • the battery sensor state accuracy meets the requirements including: the battery sensor power calculation state accuracy is equal to 1 or 2; and the battery sensor voltage calculation state accuracy is equal to 1 or 2.
  • the target power generation voltage calculation module 44 calculates a target power generation voltage based on the target power generation power difference and the engine work efficiency and through a preset second mapping table (specifically, determining a map of the target power generation voltage by looking up the table);
  • the output module 45 is configured to output the target power generation voltage to control the generator to generate electricity.
  • the control device includes an input module 51, an optimal battery power calculation module 52, an optimal battery power correction module 53, a target power generation difference calculation module 54, a target power generation voltage calculation module 55, and an output module 56, wherein:
  • the input module 51 is configured to input the current vehicle speed, the actual battery power, the actual battery temperature, and the engine working efficiency of the real-time collected vehicle.
  • the embodiment further includes a battery sensor module that collects the actual battery power and the actual battery temperature in real time, and transmits the same to the input module 51 through a LIN bus.
  • the optimal battery power calculation module 52 calculates an optimal battery power based on the actual battery temperature and the current vehicle speed and through a preset first mapping table (specifically, a map for determining the optimal battery power by looking up the table);
  • An optimal battery power correction module 53 configured to pass the predicted minimum battery voltage through the preset third mapping table The corrected value of the pool aging degree curve is added to the optimal battery power to obtain the corrected optimal battery power;
  • the target generated power difference calculation module 54 uses the difference between the actual battery power and the corrected optimal battery power as the target power generation difference.
  • the target power generation difference calculation module 54 is further configured to:
  • the preset target power generation difference value is set as the target power generation difference.
  • the battery sensor state accuracy includes battery sensor power calculation state accuracy and battery sensor voltage calculation state accuracy.
  • the battery sensor state accuracy meets the requirements including: the battery sensor power calculation state accuracy is equal to 1 or 2; and the battery sensor voltage calculation state accuracy is equal to 1 or 2.
  • the target power generation voltage calculation module 55 calculates a target power generation voltage based on the target power generation power difference and the engine work efficiency and through a preset second mapping table (specifically, determining a map of the target power generation voltage by looking up the table);
  • the output module 56 is configured to output the target power generation voltage to control the generator to generate electricity.
  • the control device includes an input module 61, an optimal battery power calculation module 62, a target power generation difference calculation module 63, a target power generation voltage calculation module 64, a limit calibration module 65, and a final target power generation voltage output module 66, wherein:
  • the input module 61 is configured to input the current vehicle speed, the actual battery power, the actual battery temperature, and the engine working efficiency of the real-time collected vehicle.
  • the embodiment further includes a battery sensor module that collects the actual battery power and the actual battery temperature in real time and transmits the same to the input module 61 through the LIN bus.
  • the optimal battery power calculation module 62 calculates an optimal battery power based on the actual battery temperature and the current vehicle speed and through a preset first mapping table (specifically, a map for determining the optimal battery power by looking up the table);
  • the target generated power difference calculation module 63 uses the difference between the actual battery power and the optimal battery power as the target power generation difference.
  • the target power generation difference calculation module 63 is further configured to:
  • the preset target power generation difference value is set as the target power generation difference.
  • the battery sensor state accuracy includes battery sensor power calculation state accuracy and battery sensor voltage calculation state accuracy.
  • the battery sensor state accuracy meets the requirements including: the battery sensor power calculation state accuracy is equal to 1 or 2; and the battery sensor voltage calculation state accuracy is equal to 1 or 2.
  • the target power generation voltage calculation module 64 is based on the target power generation difference and the engine work efficiency and passes the preset
  • the second mapping table (specifically, determining the map of the target power generation voltage by looking up the table) calculates the target power generation voltage
  • the calibration module 65 is configured to adjust the target power generation voltage by a preset maximum target voltage and a minimum target voltage to obtain a final target power generation voltage;
  • the final target power generation voltage output module 66 is configured to output the final target power generation voltage to control the generator to generate electricity.
  • the automobile generator control method and device disclosed by the present invention obtain the optimal battery power through the actual battery temperature and the current vehicle speed collected in real time, and the difference between the actual battery power and the optimal battery power is targeted.
  • the generated electricity is poor, and then the target power generation voltage is calculated based on the target power generation difference and the engine operating efficiency and output to control the generator to generate electricity, so that the intelligent generator can be effectively controlled according to the current engine/vehicle condition of the vehicle and the battery operating condition.
  • the power generation voltage solves the problem that the prior art cannot adjust the generator power generation voltage according to the needs, thereby optimizing the allocation management of the vehicle energy consumption, contributing to the fuel economy and reducing the consumption, thereby efficiently achieving the primary energy recovery of the generator, and
  • the service life of the battery is improved; and the invention can more accurately control the power generation voltage of the intelligent generator, and realize precise control of the intelligent generator.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Medical Informatics (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Charge By Means Of Generators (AREA)

Abstract

一种汽车发电机控制方法及控制装置，其中控制方法包括步骤：输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率（S11）；基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差（S12）；基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压（S13）；以及将所述目标发电电压输出以控制发电机发电（S14）。该汽车发电机控制方法及控制装置能根据汽车当前的发动机/车辆工况以及电池工况精确控制智能发电机的发电电压，从而高效的实现发电机的初级能量回收。

Description

汽车发电机控制方法及装置 技术领域
本发明涉及汽车控制技术，尤其涉及一种汽车发电机控制方法及装置。
背景技术
目前，汽车所需的电能一般是由车载的发电机来提供，发电机在发动机的驱动下进行发电和电能供给，为了提供备用电源，汽车中一般还设置有蓄电池，由发电机进行充电，以便在对发电机的电能消耗较大时提供备用的电源。
在进行本发明的研究过程中，发明人发现现有技术存在如下缺陷：传统发动机管理***与发电机不能根据需要调节发电电压，造成发电量的浪费、整车油耗的增加，并造成整车亏电使蓄电池深度放电，从而降低蓄电池的寿命，无法实现整车按需发电及初级能量回收。
发明内容
本发明实施例的目的是提供一种汽车发电机控制方法及装置，能根据汽车当前的发动机/车辆工况以及电池工况有效控制智能发电机的发电电压，从而高效的实现发电机的初级能量回收。
本发明实施例提供了一种汽车发电机控制方法，包括：
输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量；
将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差；
基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
将所述目标发电电压输出以控制发电机发电。
作为上述方案的改进，还包括步骤：
将预测最低电池电压通过预设的第三映射表所得到的电池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量；
所述将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差具体为：
将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差。
作为上述方案的改进，所述根据所述目标发电电压控制发电机发电具体包括：
通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；
将所述最终目标发电电压输出以控制发电机发电。
作为上述方案的改进，所述实际电池电量和实际电池温度通过电池传感器采集得到，并通过LIN总线传送以输入。
作为上述方案的改进，所述控制方法还包括：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
作为上述方案的改进，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度。
作为上述方案的改进，电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2，以及所述电池传感器电压计算状态精度等于1或2。
作为上述方案的改进，所述第一映射表和第二映射表为脉谱图。
本发明实施例对应提供了一种汽车发电机控制装置，包括：
输入模块，用于输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
最优电池电量计算模块，基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量；
目标发电电量差计算模块，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差；
目标发电电压计算模块，基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
输出模块，用于将所述目标发电电压输出以控制发电机发电。
作为上述方案的改进，还包括：
最优电池电量修正模块，用于将预测最低电池电压通过预设的第三映射表所得到的电池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量；
所述目标发电电量差计算模块将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差。
作为上述方案的改进，所述输出模块具体包括：
限制调校模块，通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；
最终目标发电电压输出模块，用于将所述最终目标发电电压输出以控制发电机发电。
作为上述方案的改进，还包括电池传感器模块，所述电池传感器模块采集所述实际电池电量和实际电池温度，并通过LIN总线传送到所述输入模块。
作为上述方案的改进，所述目标发电电量差计算模块进一步用于：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
作为上述方案的改进，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度。
作为上述方案的改进，电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2；以及所述电池传感器电压计算状态精度等于1或2。
作为上述方案的改进，所述第一映射表和第二映射表为脉谱图。
与现有技术相比，本发明公开的一种汽车发电机控制方法及装置通过实时采集的实际电池温度及当前车速得到最优电池电量，将实际电池电量与最优电池电量之间的差值作为目标发电电量差，然后基于所述目标发电电量差及发动机工作效率计算得到目标发电电压并输出以控制发电机发电，因此能根据汽车当前的发动机/车辆工况以及电池工况有效控制智能发电机的发电电压，解决了现有技术不能根据需要调节发电机发电电压问题，从而优化了整车能源消耗分配管理，对节油降耗做出了贡献，从而高效的实现发电机的初级能量回收，提高了蓄电池的使用寿命；而且本发明能够更精确的控制智能发电机的发电电压，实现对智能发电机的精确控制。
附图说明
图1是本发明实施例1中一种汽车发电机控制方法的流程示意图。
图2是本发明实施例1中一种汽车发电机控制方法的步骤S12中的计算逻辑示意图。
图3是本发明实施例1中一种汽车发电机控制方法中使用的第一映射表MAP1的示意图。
图4是本发明实施例1中一种汽车发电机控制方法的步骤S13中的计算逻辑示意图。
图5是本发明实施例1中一种汽车发电机控制方法中使用的第二映射表MAP2的示意图。
图6是本发明实施例1中一种汽车发电机控制方法基于EMS进行控制的控制框图。
图7是本发明实施例2中一种汽车发电机控制方法的流程示意图。
图8是本发明实施例2中一种汽车发电机控制方法的步骤S23中的计算逻辑示意图。
图9是本发明实施例2中一种汽车发电机控制方法中使用的第三映射表MAP3的示意图。
图10是本发明实施例3中一种汽车发电机控制方法的流程示意图。
图11是本发明实施例3中一种汽车发电机控制方法的步骤S34中的计算逻辑示意图。
图12是本发明实施例4中一种汽车发电机控制装置的结构框图。
图13是本发明实施例5中一种汽车发电机控制装置的结构框图。
图14是本发明实施例6中一种汽车发电机控制装置的结构框图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
参见图1，是本发明实施例提供的一种汽车发电机控制方法的流程示意图。其中，本实施例的汽车发电机控制方法可应用于汽车电气***中，且在电气***中，将蓄电池作为汽车中各电负载的主要供电设备，发电机主要用于为蓄电池充电。汽车中的电负载可以是空调等设备。在汽车启动过程中，蓄电池向汽车的各负载供电，同时利用本实施例的汽车发电机控制方法实时检测蓄电池的工况、发动机/车辆工况，并根据获取到的检测数据进行计算以控制发电机发电，从而对蓄电池进行充电。
具体的，该控制方法包括步骤S11～步骤S14：
S11、输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率。
其中，所述实际电池电量和实际电池温度通过电池传感器采集得到，并通过LIN总线传送以输入。而汽车当前车速和发动机工作效率可通过通用的方式获取得到。
S12、基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差。
请结合图2，显示了该步骤中的计算逻辑。在图2中，Vspeed为汽车当前车速，Tbattery为实际电池温度，SOCact为实际电池电量，SOCopt为最优电池电量，DSOCopt为目标发电电量差，MAP1为预设的第一映射表。
在本实施例中，第一映射表MAP1具体为通过查表确定最优电池电量SOCopt的脉谱图，如图3所示。在图3中，第一映射表MAP1以实际电池温度Tbattery为横坐标、以汽车当前车速Vspeed为纵坐标。根据电池的物理特性：随电池实际温度上升电池最优电量应呈下降趋势；随车速增加电池最优电量应呈下降趋势。SOCopt最优电池电量一般设置在75％～90％之间。
具体的，将实际电池温度Tbattery和当前车速Vspeed作为脉谱图MAP1的数据输入，从而得到对应输出的最优电池电量SOCopt。然后，将实际电池电量SOCact与最优电池电量SOCopt相减，得到的差值作为目标发电电量差DSOCopt。
另外，为了进一步提高精度，本实施例通过电池传感器EBS采集得到所述实际电池电量和实际电池温度前，电池传感器EBS需要完成自学习以满足电池传感器状态精度要求。其中，电池传感器状态精度包括电池传感器电量计算状态精度SOCstate和电池传感器电压计算状态精度SOFVstate。而电池传感器状态精度满足要求是指：所述电池传感器电量计算状态精度SOCstate等于1或2(2为最高精度状态)以及电池传感器电压计算状态精度SOFVstate等于1或2(2为最高精度状态)。
在本实施例中，所述控制方法还进一步包括：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值DSOCset作为所述目标发电电量差DSOCopt，即：
DSOCopt＝DSOCset。
S13、基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压。
请结合图4，显示了该步骤中的计算逻辑。在图4中，Eengine为发动机工作效率，DSOCopt为目标发电电量差，Vset为目标发电电压，MAP2为预设的第二映射表。
在本实施例中，第二映射表MAP2具体为通过查表确定目标发电电压的脉谱图，如图5所示。在图5中，第二映射表MAP2以目标发电电量差DSOCopt为横坐标、以发动机工作效率Eengine为纵坐标；根据发电机的物理特性：随电池最优电量差(即目标发电电量差DSOCopt)增大电机发电电压应呈下降趋势；随发动机工作效率Eengine增加电机发电电压应呈上升趋势。发电机目标发电电压一般设置在12.5V～15V之间。
具体的，将目标发电电量差DSOCopt和发动机工作效率Eengine作为脉谱图MAP2的数据输入，从而得到对应输出的目标发电电压Vset。
S14、将所述目标发电电压输出以控制发电机发电。
具体的，将计算得到的所述目标发电电压Vset作为控制指令向发电机发出，控制发电机 工作并对电池(蓄电池)进行充电。
优选的，本实施例的汽车发电机控制方法还可基于现有的发动机管理***(Engine Management System，EMS)来实现控制。其中，利用EMS实现本实施例的汽车发电机控制方法的***控制框图如图6所示。
本实施例公开的汽车发电机控制方法通过实时采集的实际电池温度及当前车速得到最优电池电量，将实际电池电量与最优电池电量之间的差值作为目标发电电量差，然后基于所述目标发电电量差及发动机工作效率计算得到目标发电电压并输出以控制发电机发电，因此能根据汽车当前的发动机/车辆工况以及电池工况有效控制智能发电机的发电电压，优化了整车能源消耗分配管理，对节油降耗做出了贡献，从而高效的实现发电机的初级能量回收，并且提高了蓄电池的使用寿命。
参考图7，是本发明实施例2中一种汽车发电机控制方法的流程示意图。该控制方法包括步骤S21～25：
S21、输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
S22、基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量；
S23、将预测最低电池电压通过预设的第三映射表所得到的电池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量，并将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差；
S24、基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
S25、将所述最终目标发电电压输出以控制发电机发电。
请结合图8，显示了该步骤中的计算逻辑。在图8中，Vspeed为汽车当前车速，Tbattery为实际电池温度，SOCact为实际电池电量，SOCopt为最优电池电量，DSOCopt为目标发电电量差，MAP1为预设的第一映射表，MAP3为预设的第一映射表，SOFV为电池传感器EBS预测最低电池电压。
本实施例在实施例1的基础上，为了提高精度，对输出的最优电池电量SOCopt进行电池老化程度曲线修正，具体的，将输出的最优电池电量SOCopt与将预测的最低电池电压SOFV通过预设的第三映射表MAP3所得到的电池老化程度曲线修正值相加，从而得到修正后的最优电池电量SOCopt后再与实际电池电量SOCact相减，得到的差值作为目标发电电量差DSOCopt。
其中，第三映射表MAP3具体为通过查表确定电池老化程度曲线修正的曲线修正图，如 图9所示。本实施例通过电池传感器EBS采集得到所述实际电池电量和实际电池温度。在图9中，第三映射表MAP3以电池传感器EBS预测最低电池电压SOFV为横坐标，纵坐标为对应电池老化程度曲线修正值。
本实施例通过增加了对最优电池电量SOCopt进行电池老化程度曲线修正的步骤，并将修正后的最优电池电量SOCopt作为后续步骤的输入量进行计算，从而使得最后输出的结果更为精度。
另外，对于本实施例的其他步骤的实现过程请参考实施例1，在此不再赘述。
参考图10，本发明实施例3中一种汽车发电机控制方法的流程示意图。该控制方法包括步骤S31～35：
S31、输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
S32、基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差；
S33、基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
S34、通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；
S35、将所述最终目标发电电压输出以控制发电机发电。
与实施例1不同的是，本实施例的控制方法还增加了对目标发电电压进行限制调校的步骤，从而得到最终目标发电电压，并基于最终目标发电电压控制发电机发电。
请结合图11，显示了该步骤中的计算逻辑。在图11中，Vset为目标发电电压，Vmax为预设的最大目标电压，Vmin为预设的最小目标电压，Vout为最终目标发电电压，MAP4为预设的限制调校公式。
具体的，将目标发电电压Vset，预设的最大目标电压Vmax以及预设的最小目标电压Vmin输入预设的限制调校公式MAP4中，从而得到调校后的最终目标发电电压Vout。
可见，本实施例的汽车发电机控制方法在实施例1的基础上对目标发电电压Vset进行限制调校后得到调校后的最终目标发电电压Vout才用于输出控制发电机发电，从而进一步提高控制精度。
另外，对于本实施例的其他步骤的实现过程请参考实施例1，在此不再赘述。
参考图12，是本发明实施例4中一种汽车发电机控制装置的结构框图。该控制装置包括输入模块41、最优电池电量计算模块42、目标发电电量差计算模块43、目标发电电压计算模块44以及输出模块45，其中：
输入模块41，用于输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率。
具体的，本实施例还包括电池传感器模块，该电池传感器模块实时采集所述实际电池电量和实际电池温度，并通过LIN总线传送到所述输入模块41。
最优电池电量计算模块42基于所述实际电池温度及当前车速并通过预设的第一映射表(具体为通过查表确定电池最优电量的脉谱图)计算得到最优电池电量；
目标发电电量差计算模块43，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差。
优选的，所述目标发电电量差计算模块43进一步用于：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
其中，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度。电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2；以及所述电池传感器电压计算状态精度等于1或2。
目标发电电压计算模块44，基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表(具体为通过查表确定目标发电电压的脉谱图)计算得到目标发电电压；
输出模块45，用于将所述目标发电电压输出以控制发电机发电。
本实施例的汽车发电机控制装置的实现过程及原理请对应参考实施例1，在此不再赘述。
参考图13，是本发明实施例5中一种汽车发电机控制装置的结构框图。该控制装置包括输入模块51、最优电池电量计算模块52、最优电池电量修正模块53、目标发电电量差计算模块54、目标发电电压计算模块55以及输出模块56，其中：
输入模块51，用于输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率。
具体的，本实施例还包括电池传感器模块，该电池传感器模块实时采集所述实际电池电量和实际电池温度，并通过LIN总线传送到所述输入模块51。
最优电池电量计算模块52，基于所述实际电池温度及当前车速并通过预设的第一映射表(具体为通过查表确定电池最优电量的脉谱图)计算得到最优电池电量；
最优电池电量修正模块53，用于将预测最低电池电压通过预设的第三映射表所得到的电 池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量；
目标发电电量差计算模块54，将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差。
优选的，所述目标发电电量差计算模块54进一步用于：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
其中，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度。电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2；以及所述电池传感器电压计算状态精度等于1或2。
目标发电电压计算模块55，基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表(具体为通过查表确定目标发电电压的脉谱图)计算得到目标发电电压；
输出模块56，用于将所述目标发电电压输出以控制发电机发电。
本实施例的汽车发电机控制装置的实现过程及原理请对应参考实施例2，在此不再赘述。
参考图14，是本发明实施例6中一种汽车发电机控制装置的结构框图。该控制装置包括输入模块61、最优电池电量计算模块62、目标发电电量差计算模块63、目标发电电压计算模块64、限制调校模块65以及最终目标发电电压输出模块66，其中：
输入模块61，用于输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率。
具体的，本实施例还包括电池传感器模块，该电池传感器模块实时采集所述实际电池电量和实际电池温度，并通过LIN总线传送到所述输入模块61。
最优电池电量计算模块62基于所述实际电池温度及当前车速并通过预设的第一映射表(具体为通过查表确定电池最优电量的脉谱图)计算得到最优电池电量；
目标发电电量差计算模块63，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差。
优选的，所述目标发电电量差计算模块63进一步用于：
若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
其中，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度。电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2；以及所述电池传感器电压计算状态精度等于1或2。
目标发电电压计算模块64，基于所述目标发电电量差及发动机工作效率并通过预设的第 二映射表(具体为通过查表确定目标发电电压的脉谱图)计算得到目标发电电压；
限制调校模块65，通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；以及
最终目标发电电压输出模块66，用于将所述最终目标发电电压输出以控制发电机发电。
本实施例的汽车发电机控制装置的实现过程及原理请对应参考实施例3，在此不再赘述。
综上所述，本发明公开的一种汽车发电机控制方法及装置通过实时采集的实际电池温度及当前车速得到最优电池电量，将实际电池电量与最优电池电量之间的差值作为目标发电电量差，然后基于所述目标发电电量差及发动机工作效率计算得到目标发电电压并输出以控制发电机发电，因此能根据汽车当前的发动机/车辆工况以及电池工况有效控制智能发电机的发电电压，解决了现有技术不能根据需要调节发电机发电电压问题，从而优化了整车能源消耗分配管理，对节油降耗做出了贡献，从而高效的实现发电机的初级能量回收，并且提高了蓄电池的使用寿命；而且本发明能够更精确的控制智能发电机的发电电压，实现对智能发电机的精确控制。
以上所述是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本发明的保护范围。

Claims (14)

  1. 一种汽车发电机控制方法，其特征在于，包括：
    输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
    基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量；
    将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差；
    基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
    将所述目标发电电压输出以控制发电机发电。
  2. 如权利要求1所述的汽车发电机控制方法，其特征在于，还包括步骤：
    将预测最低电池电压通过预设的第三映射表所得到的电池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量；
    所述将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差具体为：
    将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差。
  3. 如权利要求1所述的汽车发电机控制方法，其特征在于，所述根据所述目标发电电压控制发电机发电具体包括：
    通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；
    将所述最终目标发电电压输出以控制发电机发电。
  4. 如权利要求1所述的汽车发电机控制方法，其特征在于，所述实际电池电量和实际电池温度通过电池传感器采集得到，并通过LIN总线传送以输入。
  5. 如权利要求4所述的汽车发电机控制方法，其特征在于，所述控制方法还包括：
    若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
  6. 如权利要求5所述的汽车发电机控制方法，其特征在于，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度；所述电池传感器状态精度 满足要求包括：所述电池传感器电量计算状态精度等于1或2，以及所述电池传感器电压计算状态精度等于1或2。
  7. 如权利要求1所述的汽车发电机控制方法，其特征在于，所述第一映射表和第二映射表为脉谱图。
  8. 一种汽车发电机控制装置，其特征在于，包括：
    输入模块，用于输入实时采集的汽车当前车速、实际电池电量、实际电池温度以及发动机工作效率；
    最优电池电量计算模块，基于所述实际电池温度及当前车速并通过预设的第一映射表计算得到最优电池电量；
    目标发电电量差计算模块，将所述实际电池电量与最优电池电量之间的差值作为目标发电电量差；
    目标发电电压计算模块，基于所述目标发电电量差及发动机工作效率并通过预设的第二映射表计算得到目标发电电压；
    输出模块，用于将所述目标发电电压输出以控制发电机发电。
  9. 如权利要求8所述的汽车发电机控制装置，其特征在于，还包括：
    最优电池电量修正模块，用于将预测最低电池电压通过预设的第三映射表所得到的电池老化程度曲线修正值与所述最优电池电量相加，得到修正后的最优电池电量；
    所述目标发电电量差计算模块将所述实际电池电量与修正后的最优电池电量之间的差值作为目标发电电量差。
  10. 如权利要求8所述的汽车发电机控制装置，其特征在于，所述输出模块具体包括：
    限制调校模块，通过预设的最大目标电压及最小目标电压对所述目标发电电压进行限制调校后，得到最终目标发电电压；
    最终目标发电电压输出模块，用于将所述最终目标发电电压输出以控制发电机发电。
  11. 如权利要求8所述的汽车发电机控制装置，其特征在于，还包括电池传感器模块，所述电池传感器模块采集所述实际电池电量和实际电池温度，并通过LIN总线传送到所述输入模块。
  12. 如权利要求11所述的汽车发电机控制装置，其特征在于，所述目标发电电量差计算模块进一步用于：
    若电池传感器状态精度不满足要求或存在LIN总线通讯故障、电池传感器故障时，将预先设置的目标发电电量差替代值作为所述目标发电电量差。
  13. 如权利要求11所述的汽车发电机控制装置，其特征在于，所述电池传感器状态精度包括电池传感器电量计算状态精度和电池传感器电压计算状态精度；所述电池传感器状态精度满足要求包括：所述电池传感器电量计算状态精度等于1或2；以及所述电池传感器电压计算状态精度等于1或2。
  14. 如权利要求8所述的汽车发电机控制装置，其特征在于，所述第一映射表和第二映射表为脉谱图。
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